About the history of the development of Kovrovets motorcycle models
A year after the Patriotic War, in 1946, the first models of Kovrov motorcycles with an engine displacement of 125 “cubes” were released. The model was called “K-125”. This motorcycle was actually a complete copy of the German RT-125, of which 286 units rolled off the Degtyarev assembly lines in the first year of production.
The Kovrovets motorcycle of the 125th model was one of the best Soviet light motorcycles that were produced until 1951. Then the equipment was modernized, which consisted of improving comfort and convenience while driving. In the period from 1951 to 1955, Kovrov craftsmen produced the K-125M model.
In 1955, the management of ZiD (Kovrov plant named after Degtyarev) decided to produce fundamentally new models of motorcycles, which were supposed to differ from their predecessors in improved performance characteristics. This is how the K-55 model appeared. This Kovrovets motorcycle was equipped with a completely new type of carburetor and an upgraded exhaust gas removal system, due to which it was possible to increase its power.
1961 April 29
Enlisted in the lists of Navy ships. After formation, the crew was subordinated to the 80th ObrSPL Pacific Fleet;
1962 March 17
Laid down on the slipway of the shipbuilding plant named after. Lenin Komsomol in Komsomolsk-on-Amur as a cruising submarine;
1962 September 30
Launched (taken out of the workshop). Then transferred (?) to the Zvezda DVZ, temporarily included in the 72nd OBrSRPL Pacific Fleet;
1962 November 4 - 1963 June 27
The factory mooring test program was completed;
1963 June 28
The factory commissioning trip to the sea was carried out;
1963 July 1 - 2
Repeated factory commissioning at sea was carried out;
1963 July 12 - December 30
The state sea trials program has been completed;
1963 December 30
The acceptance certificate was signed and put into operation;
1964 November 4
Enlisted in the Pacific Fleet. Became part of the 26th Divisional Submarine of the Pacific Fleet, based at Pavlovsky Bay (Fokino);
1964 - 1966
She was engaged in practicing tasks at BP training grounds for 175 working days;
1965 March
The 126th crew was assigned to the 26th DiPL KTOF with a deployment to Pavlovsky Bay (Fokino);
1966 March
The 126th crew was transferred to the 45th DiPL of the 15th Special Submarine of the KTOF with a deployment to Krasheninnikov Bay (Vilyuchinsk);
1966 September
Transferred to the 45th DiPL of the 15th Special Submarine of the KTOF, based at Krasheninnikov Bay (Vilichinsk);
1968 Presumably the 126th crew was reorganized into the second crew of the KrPL K-175 ;
1968 (approx.)
Transferred to the 10th DiPL of the 15th EskPL (from 10/23/1973 - 2nd FPL) KTOF with the same location;
1968
Microcracks were discovered in the shells of fuel rods, and therefore the power during operation is limited to 40%;
1973 (approx.)
The second crew was either disbanded or reorganized into the numbered crew of the
Project 675 ;
1973 December - 1977 November
It was modernized according to project
675MK at the Zvezda plant (Bolshoy Kamen village).
During the repair, it was part of the 72nd OBrSRPL KTOF. According to other sources - at SRZ-49 (Vilyuchinsk) as part of the 245th DnRPL KTOF; 1976 April
A leak in the PB capacitor was detected; replacing the capacitor required 6 months;
1977 July 25
Classified as a subclass of UPL;
1978 January 15
Returned to the KrPL subclass;
1979
Completed an autonomous trip to the BS lasting 55 days. In the same year, a refrigerator leak was discovered; the unit was operating with the 1st circuit filter turned off;
1980 - 1981
She completed an autonomous campaign to the BS (commander - Capt. 2nd R. Krylov A.F.) lasting 136 days with resupply at maneuverable bases. In the Red Sea, it ran aground when entering the RPTO on Nokra Island (Dakhlak archipelago, Ethiopia), then after 9 hours it refloated on its own, without damaging anything;
1981 - 1982
Has undergone current repairs;
1983
The reactor cores have been recharged;
1985 summer - autumn
Carried out a long autonomous campaign to the BS (commander - Capt. 2nd R. Kondakov V.G.) with resupply at maneuverable base points on Nokra Island (Dakhlak Archipelago, Ethiopia) and in Aden (South Yemen);
1985 September 29
At the BS, during PPO and SPR at the maneuverable base point on Nokra Island (Dahlak Archipelago, Ethiopia), due to incorrect actions of personnel, depressurization of the reactor cores occurred, which led to a sharp deterioration in the radiation situation in the reactor compartment. A solution of 4-carbon chloride was introduced into the 1st circuit of both sides instead of a 2.5% ammonia solution. As a result, the emergency protection of both reactors was reset. The submarines were provided with electricity from a diesel generator and support vessels. Radiation monitoring in the area of the accident was carried out for several more years, without disclosing the fact of the accident;
1985 October - November
She was transferred in tow to the port of Cam Ranh (NRT). After completing its combat service, eliminating all the consequences of the accident and checking out to sea, the nuclear submarine departed for Krasheninnikov Bay in November;
1985
Transferred to the 8th DiPL of the 2nd FPL KTOF with the same location;
1986 November
There was a release of liquid radioactive waste and radioactive aerosols at the base, with a sharp deterioration in the radiation situation in the surrounding area. The submarine was put into repair;
1988
The core has been unloaded;
1989
Termination of repairs;
1989 January 1
Transferred to the 42nd DiPL 2nd FPL KTOF with the same location;
1990 April 19
Expelled from the Navy's combat ranks in accordance with the order of the USSR Ministry of Defense. She was laid up in Krasheninnikov Bay;
1992 (presumably) Classified as a subclass of UAPL. Renamed B-175 ;
1992 December 31 Reformed into the 304th DnPL Pacific Fleet with the same storage location;
199? year
Sank at the pier while laying up at the main basing point. After lifting and draining, the interior spaces turned out to be oily, the thermal insulation materials were impregnated with sea water, which accelerated the corrosion process during storage and complicated hot work during disposal. Due to the unsatisfactory radiation situation (the compartments adjacent to the reactor turned out to be contaminated), it was decided to carry out disposal with the formation of a five-compartment block, including the reactor and four adjacent compartments. For this purpose, an agreement was concluded with Rubin-Sever OJSC (Northern branch of the Federal State Unitary Enterprise Central Design Bureau for Metal Technologies Rubin) for the development of a special project for a five-compartment block;
2002 Disposed of at the Federal State Unitary Enterprise "North-Eastern Repair Center" in Vilyuchinsk;
2009 The completed five-compartment reactor unit was stored afloat. Before the issue of transferring the completed floating reactor units to the DalRAO long-term storage facility was resolved, their storage was carried out in the water area of the SVRTs OJSC enterprise in a specially organized temporary storage facility;
2014 May 14 A state contract was concluded to carry out work on dismantling a multi-compartment unit with the formation of a single-compartment reactor unit and preparing it for long-term storage in the storage facility “Ustrichny” of the Far Eastern Exhibition Center “DalRAO”;
2016 August The design documentation for the contracted work was adjusted;
2020 Presumably, a single-compartment reactor unit is prepared and installed on a slipway base for long-term storage in the storage facility "Ustrichny" of the Far Eastern and Exhibition Center "DalRAO".
In total, since its construction, the K-175 has covered 195,025 miles in 25,755 running hours.
The turning point 57th year
"K-55" was produced until 1957, after which another model appeared - "K-58", on which a 5-horsepower two-cylinder engine was installed, and the gas tank was enlarged. In addition, manufacturers changed its shape, which became more streamlined, and modernized the electrical equipment of the machine. The Kovrovets motorcycle (photo can be seen below) of the 58th model became the final one in the model range of 125 cc “bikes”, the production of which ended in 1960.
The production of Kovrov motorcycles of the K-175 series was launched in 1957. These were powerful road motorcycles, which, along with the 58th model, were produced by the plant until 1960. Later they were replaced by the K-175A model. The 175 series motorcycle was produced until 1965, and its prototype was the Czech model “Java-ChZ-175”. In the Soviet Union, motorcycles with a displacement of 175 cm³ had not previously been produced, so the appearance of the K-175 model on the market caused quite a stir.
The Czech “Java” at that time was the height of perfection in engineering and technical solutions, so the “Kovrovets” motorcycle turned out to be quite an interesting machine - beautiful and powerful, with excellent driving characteristics, and also very comfortable. The “K” series is completed by the “K-175V” and “K-175SM” models, after which the “Voskhod” (Kovrovets) motorcycle appeared in 1966 - a machine that was an order of magnitude more comfortable, which was distinguished by excellent technical characteristics.
MY MOTORCYCLE
This slender, lean motorcycle on 16-inch wheels evoked respectful admiration. “Handsome,” Soviet motorcyclists, unspoiled by world innovations, said about him. Some even claimed that this was a new Java model, specially designed for our country. On the gas tank of the motorcycle, a previously unknown emblem attracted attention - two hares staring at each other. But the onlookers' surprise grew as they noticed the large letter "K" on the black plastic gas cap. This brand name was well known from the K-125 and K-55 motorcycles. It became clear that in front of them was a sample of a new product from the Kovrov Tool Plant. True, few of the motorcycle owners had any idea what kind of tool plant it actually was. But before the Great Patriotic War, many foreign companies (including German ones) that supplied equipment to it addressed their cargo simply and bluntly: “USSR, Kovrov, Machine Gun Plant.” The company actually produced light, tank and aircraft machine guns, as well as machine guns and anti-tank rifles, for which it was later awarded the name Degtyarev. And after the war, the “tool” plant mastered the production of consumer goods based on German drawings and samples - the DKV-RT-125 motorcycle, called K-125. To develop technical documentation in relation to the conditions of motorcycle production, a special design bureau was organized in Kovrov. In the early fifties, it was headed by an experienced engineer I.V. Dolgushev. Under his leadership, the SKB team, along with the modernization of the basic model (K-125M, K-55, K-58), took on the design of a new model of a class completely unfamiliar to us - 175 cm/cube.
Java-ChZ-175 A similar motorcycle had not previously been produced in the USSR, and the numerous captured “devices” by 1955 could hardly be of interest to designers. But they had already heard about new products from the countries of the democratic camp - “Java-ChZ-175” from Czechoslovakia and MTs-ES175 from the GDR. These machines seemed the height of perfection, especially the Java. Its design embodied the latest technical trends, behind which there was a certain logic. The appearance of the motorcycle not only amazed with its unique beauty and design completeness, it seemed to hypnotize those who saw it for the first time. All the most important technical decisions were subordinated to him, and a careful study of the design of the Java-ChZ only intensified this hypnosis. This happens when you seriously have to analyze one, and even the best, model. But at that time, a good two dozen motorcycles of this class were already being produced, among which were machines equipped with four-stroke engines, spinal frames, and long-link pendulum front forks. (The characteristics of the most typical of them are given in the table.) But due to the psychological impact discussed above, the birth of a new model became a phenomenon not only in the sense of an extraordinary event - the development of a completely new design, but also in the fact that this design became largely a variation on the "Java" theme. K-175, as the new motorcycle was ingeniously dubbed, repeated the lesson learned quite well. The model that was taken for imitation in 1955 was produced by the Czechoslovak industry in the autumn of 1953. Its technical features included 16-inch wheels, a cowled rear frame, a fully shrouded rear chain, a swingarm rear suspension, a dual cushion saddle, deep wheel fenders, an engine-mounted carburetor cowl, tapered mufflers, and full-width brake drums. hubs, large side tool boxes. On the K-175, Kovrov SKB reproduced all these innovations, and the first three were new to the domestic motorcycle industry, so we have the right to call this motorcycle model a pioneer. It turned out to be quite difficult for even a “tool” plant to master the entire range of new products, so unification with the 125 cc K-55, produced at the same place, was widely used. For example, a three-speed gearbox and a DC generator paired with a battery were of the same type.
The development of the K-175 fell on a very favorable period. Our country began to pursue a peaceful foreign policy, as a result of which not only the Armed Forces were systematically reduced, but also the supply of various “products” and “objects” for them, including some of the products of the plant in Kovrov. Under these conditions, the opportunity to employ skilled workers in the production of a new motorcycle turned out to be very useful. So, in 1957, the production of new products designed for the mass consumer began in Kovrov. Among the design features of the K-175 developed by the Kovrov team, it is worth paying attention to the engine cylinder, cast from an aluminum alloy and having a cast iron liner. Compared to the prototype, this was a step forward, since the Java-ChZ still had a cast-iron cylinder. Two exhaust pipes gave the car a beautiful appearance. They also meant that the width of the exhaust ports was small, so that the piston rings would not “bulge” through them, which could lead to their rapid failure. It should be noted that the engines of all motorcycles produced in our country at that time were long-stroke by design, that is, the piston stroke was much larger than the cylinder diameter. Some experts even argued that in a two-stroke engine, a long stroke of the piston (which with its edge opens and closes the windows in the cylinder) is preferable - it helps to improve the filling of the cylinder with the working mixture. Based on this principle, the size of the Java-ChZ-175 and MC-ES175 engines was selected. But the K-175 in this sense became a breaker of tradition: its cylinder diameter and piston stroke were 61.75 mm and 58 mm, respectively, that is, the engine was short-stroke.
Section of the power unit of the K-175 motorcycle: 1 - spark plug; 2 - cylinder head; 3 — cylinder liner; 4 - cylinder; 5 — connecting rod; 6 - generator; 7 — crankshaft ball bearing; 8 — right crankshaft oil seal; 9 — clutch release lever; 10 — clutch; 11 — gear shift pedal roller; 12 - motor transmission sprocket; 13 — left crankshaft oil seal; 14 - crankshaft with flywheels; 15 - piston pin; 16 - piston; 17 — decompressor valve.
In terms of ride comfort, the new motorcycle was incomparably higher than domestic small-class models. After all, the front and rear suspension have hydraulic telescopic shock absorbers, and in addition there is a pendulum rear fork. At that time, the suspension travel of the K-175 was quite large, although there were already models with softer springs and increased wheel travel. Comfort was also improved by the comfortable seating of the driver and passenger on a double soft seat cushion equipped with a handle-belt. Such “little things” were also worthy of attention, such as a bracket behind the cushion, which made it easier to place the motorcycle on a stand, an ignition switch and a central light switch built into the headlight, interchangeable wheels, and a double-armed gear shift pedal. The advantage from an operational point of view was the engine’s suitability for operation on any type of gasoline, including the then most common A-66, as well as the possibility of using the cheapest oil (“Avtol-10”). The birth of a new motorcycle would be strange without all sorts of “childhood diseases”. They did not bypass the K-175, somewhat undermining confidence in the new class model. One of these weak points immediately made itself felt: the protrusions of the driving clutch discs, made of plastic, were cut off after an average of two thousand kilometers. Motorcyclists, taught by bitter experience (which to this day shows that spare parts for new domestic equipment, although needed immediately, appear on sale only after a year or two), found a “kitchen” solution to the problem. They began cutting out discs with a jigsaw from... plywood, using a rasp to bring the thickness to the desired size (2.7 mm). There are cases when such “rationalization” provided a new motorcycle with a range of up to 10 thousand kilometers! The mufflers on the K-175 have proven to be ineffective - the exhaust cut-off was very sharp and, as the speed increased, resembled a machine-gun burst. The suspensions also turned out to be not very perfect - frequent breakdowns when the wheels moved upward were accompanied by a sharp knock. In the clutch, in addition to the mentioned discs, complaints were caused by the destruction of the splines on the inner drum; the clutch drive itself also worked very hard.
Therefore, the new head of the SKV V.I. Lapshin. who was preparing a new gearbox and electrical equipment for production, had to deal with “eliminating” the identified shortcomings. The whole complex of changes was embodied in December 1959 in a new motorcycle, which received its own name “Kovrovets-175A” instead of the “machine gun” index. However, despite the name change, “machine-gun” relapses remained in some places. For example, in the factory instructions for a 1960 motorcycle there is a section entitled “Instructions (!) for operation.” And in the section devoted to the company’s guarantees and the procedure for filing complaints, the address to which claims should be sent was not indicated. What was new in the design of Kovrovets-175A? First of all, a four-speed gearbox with a disc rather than a sector shift mechanism. Its appearance entailed a change in the engine crankcase. The rear gear ratio decreased from 3.14 to 2.93. The engine remained virtually unchanged, but its air filter was increased in diameter and began to be mounted directly on the suction pipe.
As for electrical equipment with an alternating current generator, it appeared back in 1959 on part of the K-175, as soon as the related plant mastered the production of the G-38 generator. But at first, the quality of this current source also left much to be desired. In theory, switching to a “variable” was tempting because it made it possible to do without a battery. For rural areas, where motorcycles from the plant named after. V. A. Degtyarev were very popular, this was especially important. The choice of battery-free electrical equipment for the plant’s products (K-58. K-175, “Kovrovets-175A”) thus indicated that the Kovrovites were carrying out marketing. Among other innovations on the Kovrovets-175A, it should be noted the appearance in 1961 of a rodless front telescopic fork.
Again, outwardly it did not differ from its predecessors. The turn of the more advanced Kovrovets-175B came in 1962. The main innovation on it was the K-36 carburetor, which ensured more stable engine operation at low speeds and also increased its efficiency. Now the motorcycle at a speed of 60 km/h consumed not 3.2, but 2.9 liters per “hundred”. A new carburetor, quieter mufflers, as well as minor changes in the cylinder design made it possible to increase the engine power from 8.2 hp. With. at 5200 rpm for previous models up to 9.5 liters. With. at 5400 rpm. The motorcycle became a little faster - 85 km/h instead of 80, and noticeably increased agility, since acceleration to 80 km/h no longer took 29, but only 15 seconds. Another innovation on the 175B model was the transition to the G-401 alternating current generator. It had more stable performance and provided improved sparking at low speeds.
During operation, an unsuccessful design of the air filter was revealed. On the 175B model it was combined with an intake silencer and was placed close to the rear wheel. And it, like a centrifugal pump, pumped dust and even small stones into the filter. Increased wear on the cylinder was not long in coming.
Production of the Kovrovets-175B did not last long, and in 1963 the modernized model 175B entered the production line. A number of new machines were produced with a cast iron cylinder, which was precision cast in cork molds and had one exhaust pipe. Certain hopes were pinned on it in terms of simplifying and reducing the cost of the design. But for some reason, models with such a cylinder had the “old” final drive (3.14). Apparently, an increase in power at high speeds was obtained at the cost of losses at low speeds. Changing the gear ratio - an indirect sign of this - made it possible not to lose in throttle response. (Later, with the arrival of the Voskhod-1 motorcycle on the assembly line, the cast-iron cylinder was retired.) The two-pipe Kovrovets-175V was equipped with an intake noise muffler, not combined with an air filter. Moreover, they were moved to a less dusty area - under the saddle. Particular attention was paid to the engine: in addition to the cast iron cylinder, slots appeared in the lower head of the connecting rod for supplying lubricant to the connecting rod bearing, and the radial clearance in it increased. For better end fixation of the rollers, washers were added to the crank pin. As a result, the service life has doubled.
As we can see, even in the seventh year of the motorcycle’s life, complications continued to arise after early illnesses. Getting rid of them took a lot of time, and the designers may simply not have gotten around to making radical changes in the engine design. Nevertheless, the “175B” model featured many improvements, which, however, should be called not revolutionary, but evolutionary. These include an expanded and elongated saddle cushion, illumination of the speedometer scale, and the introduction of spring buffers for the front fork, which softened the shock during suspension breakdown.
In 1966, the time came for Voskhod-1. Almost the same “Kovrovets-175V”, but with an extensive set of “comfortable” equipment and many modernized elements, became the founder of a new family of Kovrov motorcycles. But that's another story......
Characteristics of the K-125 model produced in 1946-1951
“Kovrovets” 125 series is a single-seat lightweight road motorcycle, which is equipped with a two-stroke single-cylinder 4.25-horsepower air-cooled engine providing maximum power of 4.8 thousand rpm. The motor cylinder is made of cast iron, which, together with the light-alloy head, is mounted on an aluminum crankcase using studs. The engine also has a variable electric generator “G-35” and a float carburetor of the “K-30” type with a needle valve type.
The transmission of this model is presented in the form of a three-speed gearbox with foot shift. The multi-disc clutch is located in the oil sump. The tubular enclosed frame weighs just over 5kg and the total machine weight is 84kg, with the engine weighing 17.5kg. The dimensions of the base are 1245x970x675 mm. The maximum speed that this motorcycle can reach is 70 km/h. Note that in 1951 the K-125M model was released, which already weighed 88 kg. It was equipped with a front telescopic fork, which was articulated with a hydraulic shock absorber.
“Chekushki” from the Middle Kingdom: Chinese motorcycles 250 cm³
250 cc motorcycles are far from “study desks”, but also not “battering weapons” such as powerful sportbikes or heavy choppers, which require experience and certain physical characteristics to operate.
000_moto_0611_044
Once upon a time, the word “chekushka” was in use - this was the name for a 250-gram bottle of vodka that cost only 1 ruble. 49 kopecks - for one and inexpensive, and without going overboard. Motorcyclists associated the “check” with the Jawa 250 motorcycle - not as expensive as the top model Jawa 350, for which they fought in queues, but no longer an unfinished Soviet product. In general, the “check” meant a budget alternative. Today, perhaps, it’s time to remember the old word: let’s see what kind of “checks” we have from the Middle Kingdom. In our market, the “250” class is represented mainly by Chinese companies that have relatively recently grown into such engines - previously they were producing 125-150-200 cm³ cubic capacity, producing clones of the Honda CG series lower engine. Several types of engines already serve as prototypes for “checks,” and they are much more diverse.
SPORTBIKES
In general, the R 250 can only conditionally be attributed to the Chinese motorcycle industry: the concept belongs to the British company Megelli, the design was created by Italian craftsmen, and only the components are from China. The beauty of the bike, which is not hidden by the fairing, is the birdcage space frame, like on Ducati. The second feature is an openwork pendulum, spied on by another world grandee - Benelli, and it is made of aluminum alloy. The muffler, as has become fashionable, is in the center, protruding from under the passenger side of the seat. There is also no shame in the engine, which is hidden in the depths of the device: it is liquid cooled, produces as many as 26 “horses” and is linked to a six-speed gearbox. The motorcycle sits on 17-inch alloy wheels equipped with petal brake discs. True, there is only one disc at the front, but it has a record diameter of 300 mm for the class.
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The Patron Sport 250 (offered by Ural Motorcycle Company LLC from Izhevsk) in its sportbike guise demonstrates the increased capabilities of the Chinese motorcycle industry. The single-cylinder, four-stroke, air-oil-cooled engine (233 cm³) is equipped with a balancer shaft, an electric starter and is linked to a five-speed gearbox. There are disc brakes on both 17-inch wheels, but the suspension settings are not the best.
002_moto_0611_044
The veteran of our market - Zongshen Winner ZS250GS - has not lost its attractiveness. On a vehicle equipped with a semi-fairing and clip-ons, the driver takes a characteristic semi-recumbent position, the tachometer is located in the center of the instrument panel. The motor is a single-barrel air vent with an enduronic power curve. The brakes on both wheels are disc, with two discs at the front. The chassis features 17-inch wheels, an inverted fork and a rear suspension with a progressive linkage system (alas, without any adjustments). Among the features worth noting are the fuel level indicator on the dashboard and the absence of any cavities for tools. Starting the engine is only possible with an electric starter. The 17-horsepower engine accelerates the motorcycle to 120 km/h. This device has a good reputation of its Chinese “father” - China Zongshen Motorcycle Group Co., Ltd., one of the largest companies in the world.
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NAKED SKIDS
Series "K-55" and its features
The plant's design bureau carried out developments to modernize the 125th Kovrovets, and already in 1955 the first model K-55 was produced. Thanks to modernization, the speed characteristics of the Kovrovets motorcycle were increased to a maximum value of 75 km/h. The 55 was equipped with a new type of carburetor “K-55”, and the rear suspension became pendulum.
Previously, on the 125th model, the rear rigid suspension caused significant discomfort while riding and led to the need to repair the Kovrovets motorcycle (mainly the chassis). The car was equipped with a single-stroke 4.75-horsepower two-cylinder engine of its own production with a displacement of 123.7 cm³ and an improved cooling system. The motorcycle weighs, like the K-125, 84 kg. The Kovrovets motorcycle, model K-55, was produced by the plant until mid-1957.
About the Kovrovets 58th model
The 58th Kovrovets motorcycle (the photo of which is located above) was a continuation of the previous 55, in which the electrical equipment underwent significant changes.
A variable generator began to be used here, which made it possible to abandon the battery, thereby greatly simplifying the process of operating the machine. Also, a speedometer and ignition switch were mounted in the headlight housing, which became much more convenient for the driver. The maximum speed of the model reached 80 km/h with a total motorcycle weight of 92 kg. The displacement of the single-cylinder 5-horsepower engine remained unchanged. However, the shape of the fuel tank and its capacity were changed, which made it possible to increase mileage without the need for refueling. The clutch release mechanism was also modified, which made squeezing much easier. In addition, without loss of engine power, it was possible to significantly reduce noise by installing a muffler of a more advanced model.
Model "K-175"
The engine design of the Kovrovets motorcycle of the 175th model has now become short-stroke with one cylinder with a two-stroke working cycle. The engine volume was 173.7 cm³ - before this, such engines were not used in the production of motorcycles in the USSR.
The model began to differ from its predecessors in appearance: the rear part was closed, a protective cover appeared on the carburetor, the drive chain also became protected, a comfortable double seat appeared and a completely new 16-inch wheelbase - this is what the Kovrovets K-175 motorcycle has now become. The technical characteristics also differed significantly. Judge for yourself: the 8-horsepower engine produced a maximum speed of 5200 rpm and was capable of accelerating to 80 km/h and weighing 105 kg.
The 175th Kovrovets motorcycle has a 1270 mm wheelbase with a ground clearance of 240 mm. The dimensions of the model are 1980×1070×760 mm. As for the transmission, the box remains a three-speed design with a foot-type gear shift. Later versions used semi-automatic squeezing. As for the electrical equipment of this machine, it should be noted that a direct current system using a battery was used.
Motorcycle Kovrovets K 175
Kovrovets K 175 - this slender, lean motorcycle on 16-inch wheels evoked respectful admiration. “Handsome,” Soviet motorcyclists, unspoiled by world innovations, said about him. Some even claimed that this was a new Java model, specially designed for our country. On the gas tank of the motorcycle, a previously unknown emblem attracted attention - two hares staring at each other. But the onlookers' consternation increased after they noticed the large letter "K" on the black plastic gas cap. This brand name was well known from the K-125 and K-55 motorcycles. It became clear that in front of them was the Kovrovets K 175 motorcycle - an example of a new product from the Kovrov Tool Plant.
True, few motorcycle owners had any idea what kind of tool factory this actually was. But before the Great Patriotic War, many foreign companies (including German ones) that supplied equipment to it addressed their goods simply and bluntly: “USSR, Kovrov Machine Gun Plant.” The company actually produced light, tank and aircraft machine guns, as well as machine guns and anti-tank rifles, for which it was later awarded the name of Degtyarev (you probably know what he designed).
After the war, the “tool” plant mastered the production of consumer goods based on German drawings and samples - the DKV-RT-125 motorcycle, called K-125. To develop technical documentation in relation to the conditions of motorcycle production, a special design bureau was organized in Kovrov. In the early fifties, it was headed by an experienced engineer I.V. Dolgushev. Under his leadership, the SKV team, along with the modernization of the basic model (K-125M, K-55, K-58), took on the design of a new model of a class completely unfamiliar to us - 175 cm.
A similar motorcycle had not previously been produced in the USSR, and the numerous captured “devices” by 1955 could hardly be of interest to designers. But they had already heard about new products from the countries of the democratic camp - “Java-ChZ-175” from Czechoslovakia. These machines seemed the height of perfection, especially the Java. Its design embodied the latest technical trends, behind which there was a certain logic. The appearance of the motorcycle not only amazed with its unique beauty and design completeness, it seemed to hypnotize those who saw it for the first time. All the most important technical decisions were subordinated to him, and a careful study of the design of the Java-ChZ only intensified this hypnosis.
This happens when you seriously have to analyze one, and even the best, model. After all, at that time, a good two dozen motorcycles of this class were already being produced, among which were machines equipped with four-stroke engines, spinal frames, and long-lever pendulum front forks. But due to the psychological impact discussed above, the birth of a new model became a phenomenon not only in the sense of an extraordinary event - the development of a completely new design, but also in the fact that this design became to a large extent a variation on the “Java” theme.
Kovrovets K 175, as the new motorcycle was ingeniously dubbed, repeated the lesson learned quite well. The model that was taken for imitation in 1955, the Czechoslovak industry began to produce in the autumn of 1953 (and why today do our technology imitators pay attention to much older models?). Its technical features included 16-inch wheels, a cowled rear frame, a fully shrouded rear chain, a swingarm rear suspension, a dual cushion saddle, deep wheel fenders, an engine-mounted carburetor cowl, tapered mufflers, and full-width brake drums. hubs, large side tool boxes. On the K 175, Kovrov SKV reproduced all these innovations, and the first three were new to the domestic motorcycle industry. so we have the right to call this motorcycle model a pioneer. It turned out to be quite difficult for even a “tool” plant to master the entire range of new products, so unification with the 125 cc K-55, produced at the same place, was widely used. For example, a three-speed gearbox and a DC generator paired with a battery were of the same type.
The development of Kovrovets K 175 occurred during a very favorable period. Our country began to pursue a peaceful foreign policy, as a result of which not only the Armed Forces were systematically reduced, but also the supply of various “products” and “objects” for them, including some of the products of the plant in Kovrov. Under these conditions, the opportunity to employ skilled workers in the production of a new motorcycle turned out to be very useful.
So, in 1957, the production of new products designed for the mass consumer began in Kovrov. Among the design features of the Kovrovets K 175, it is worth paying attention to the engine cylinder, cast from an aluminum alloy and having a cast iron liner. Compared to the prototype, this was a step forward.
The two exhaust pipes gave the car a beautiful appearance. They also meant that the width of the exhaust ports was small, so that the piston rings would not “bulge” through them, which could lead to their rapid failure.
It should be noted that the engines of all motorcycles produced in our country at that time were long-stroke by design, that is, the piston stroke was much larger than the cylinder diameter. Some experts even argued that in a two-stroke engine, a large piston stroke is preferable - it helps to improve the filling of the cylinder with the working mixture. Based on this principle, the size of the Java-43-175 engines was chosen. But the Kovrovets K 175 in this sense became a breaker of tradition: its cylinder diameter and piston stroke were 61.75 mm and 58 mm, respectively, that is, the engine was short-stroke.
In terms of ride comfort, the new motorcycle was incomparably higher than domestic small-class models. After all, the front and rear suspension have hydraulic telescopic shock absorbers, and in addition there is a pendulum rear fork. At that time, the suspension travel of the Kovrovets K 175 was quite large, although there were already models with softer springs and increased wheel travel.
Comfort was also improved by the comfortable seating of the driver and passenger on a double soft seat cushion equipped with a handle-belt. Such “little things” were also worthy of attention, such as a bracket behind the cushion, which made it easier to place the motorcycle on a stand, an ignition switch and a central light switch built into the headlight, interchangeable wheels, and a double-armed gear shift pedal. The advantage from an operational point of view was the engine’s suitability for operation on any type of gasoline, including the then most common A-66, as well as the possibility of using the cheapest oil (“Avtol-10”).
The birth of a new motorcycle would be strange without all sorts of “childhood diseases”. They did not bypass the Kovrovets K 175, somewhat undermining confidence in the model of the new class. One of these weak points immediately made itself felt: the protrusions of the driving clutch discs, made of plastic, were cut off after an average of two thousand kilometers. Motorcyclists, taught by bitter experience (which to this day shows that spare parts for new domestic equipment, although needed immediately, appear on sale only after a year or two), found a “kitchen” solution to the problem. They began cutting out discs with a jigsaw from... plywood, using a rasp to bring the thickness to the desired size (2.7 mm). There are cases when such “rationalization” provided a new motorcycle with a range of up to 10 thousand kilometers!
The mufflers on the K-175 have proven to be ineffective - the exhaust cut-off was very sharp and, as the speed increased, resembled a machine-gun burst.
The turn of the more advanced Kovrovets 175B came in 1962. The main innovation on it was the K-36 carburetor, which ensured more stable engine operation at low speeds and also increased its efficiency. Now the motorcycle at a speed of 60 km/h consumed not 3.2, but 2.9 liters per “hundred”. A new carburetor, quieter mufflers, as well as minor changes in the cylinder design made it possible to increase the engine power from 8.2 hp. With. at 5200 rpm for previous models up to 9.5 liters. With. at 5400 rpm. The motorcycle became a little faster - 85 km/h instead of 80, and noticeably increased agility, since acceleration to 80 km/h no longer took 29, but only 15 seconds.
Another innovation on the 175B model was the transition to the G-401 alternating current generator. It had more stable performance and provided improved sparking at low speeds.
During operation, an unsuccessful design of the air filter was revealed. On the 175B model it was combined with an intake silencer and placed close to the rear wheel. And it, like a centrifugal pump, pumped dust and even small stones into the filter. Increased wear on the cylinder was not long in coming.
The production of the Kovrovets K 175B did not last long, and in 1963 the modernized model “175B” entered the production line. A number of new machines were produced with a cast iron cylinder, which was precision cast in cork molds and had one exhaust pipe. Certain hopes were pinned on it in terms of simplifying and reducing the cost of the design. But for some reason, models with such a cylinder had the “old” final drive (3.14). Apparently, an increase in power at high speeds was obtained at the cost of losses at low speeds. Changing the gear ratio - an indirect sign of this - made it possible not to lose in throttle response. (Later, with the arrival of the Voskhod-1 motorcycle on the assembly line, the cast iron cylinder was retired.)
The two-pipe Kovrovets 175V was equipped with an intake noise muffler that was not combined with an air filter. Moreover, they were moved to a less dusty area - under the saddle. Particular attention was paid to the engine: in addition to the cast iron cylinder, slots appeared in the lower head of the connecting rod for supplying lubricant to the connecting rod bearing, and the radial clearance in it increased. For better end fixation of the rollers, washers were added to the crank pin. As a result, the service life has doubled.
As we can see, even in the seventh year of the motorcycle’s life, complications continued to arise after early illnesses.
However, the 175B model introduced many improvements, which, however, should not be called revolutionary. but evolutionary. These include an expanded and elongated saddle cushion, illumination of the speedometer scale, and the introduction of spring buffers for the front fork, which softened the shock during suspension breakdown.
In 1966, the time came for Voskhod-1. Almost the same “Kovrovets 175V”, but with an extensive set of “comfortable” equipment and many modernized elements, became the founder of a new family of Kovrov motorcycles.
The material was published in the magazine "Moto".
Modification of "Kovrovets" "K-175A"
In December 1959, a fundamentally new model of the 175 was born - the “K-175A” motorcycle “Kovrovets”. The technical characteristics of modification “A” differed significantly from those of the “younger brothers”. A four-speed gearbox with a disc-type mechanism was installed on it.
The electrical equipment was based on the use of a G-38 variable generator, which made it possible to do without a battery, which was especially important for residents of rural areas, where its maintenance caused great difficulties. The front suspension, presented in the form of a rodless telescopic fork, gave the car noticeable smoothness.
The design of the air filter also underwent some changes, which began to be mounted on the suction pipe. The weight of the K-175A model is 110 kg. In comparison with the 175th modification, the power characteristics and speed capabilities remained virtually unchanged. On the gas tank of modification “A” a new emblem began to show off: two hares turned towards each other - the emblem of the city of Kovrov, and below the inscription “Kovrovets”.
Motorcycle Moto Guzzi Lodola 175 Sport 1959 review
Technical characteristics of Moto Guzzi Lodola 175 Sport 1959
Engine Moto Guzzi Lodola 175 Sport 1959
Transmission Moto Guzzi Lodola 175 Sport 1959
Dimensions and weights of Moto Guzzi Lodola 175 Sport 1959
Chassis and brakes Moto Guzzi Lodola 175 Sport 1959
Dynamic characteristics of Moto Guzzi Lodola 175 Sport 1959
Other characteristics of Moto Guzzi Lodola 175 Sport 1959
Description Moto Guzzi Lodola 175 Sport 1959
The description of the Moto Guzzi Lodola 175 Sport 1959 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls.
Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.
A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.
Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Moto Guzzi Lodola 175 Sport, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.
Currently, it is impossible to purchase a new Moto Guzzi Lodola 175 Sport motorcycle from the 1959 model year, since their production stopped 57 years ago. At the same time, the Moto Guzzi Lodola 175 Sport has excellent technical characteristics, so many people strive to purchase, if not a new, then at least a used version.
Motorcycles with an engine capacity of 174 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.
Moto Guzzi Lodola 175 Sport belongs to a common class of motorcycles with an engine capacity of 125 to 250 kb. cmAs a rule, these are light and relatively low-power motorcycles. Here you will get flexible control, easy steering and low weight of the motorcycle. Therefore, such motorcycles are suitable for almost every beginner, regardless of their characteristics. The exception is motorcycles with two-stroke engines of the “sport” and “cross” classes, since bikes of this class are distinguished by more power and an extremely sharp response to the throttle, which also does not make them obedient to control.
Go to the entire model range of Moto Guzzi motorcycles, on this page you can find Moto Guzzi Lodola 175 Sport motorcycles from other years of production and information about them
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Jawa 638-5-00
Motorcycle Java 638 model 5-00 From the second half of 1984, Czechoslovak motorcycles began to arrive in the USSR. This is a transitional model between the well-known Java-634 machine and the new design Java-638-0-00 (“Behind the Wheel,” 1984, No. 10). New engine, electrical equipment, front fork - this is what primarily distinguishes the 638-5-00 model. Engine. Although its layout has not changed fundamentally, it has undergone a thorough modernization. The cylinders are not made of cast iron, but of an aluminum alloy with a pressed cast iron liner. Aluminum heads now have fins arranged differently. The result is more efficient cooling of the cylinders and heads, and a more uniform distribution of thermal loads. Also, for better cooling, the inclination of the cylinder axes relative to the vertical was reduced from 25 to 15°. 1. The distance between the axes of the cylinders has been increased by 12 mm compared to the YAVA-634 model. This made it possible to install a medium cola neck in the interests of increased durability.
Recommendations for owners of heavy motorcycles
I do this. The author of the proposed material is engineer S. NAUMOV from Irbit, an experienced motorcycle tourist who has repeatedly participated in long-distance and difficult test and tourist trips on Ural motorcycles. His recommendations, prompted and tested by experience, will undoubtedly be useful to all owners of heavy motorcycles. And maybe not only them. For ease of presentation, I have divided my proposals by topic. And I'll start with electrical equipment. To facilitate the installation of two series-connected ZMT-6 batteries, you need to cut a 30 mm wide ring from an old motorcycle camera and put it on two cans at once. Or better yet, two such rings, placing them at the top and bottom of the jars. Rice. 1. Connecting the terminals of two batteries with a plate, installing a rubber ring 30 mm wide. I advise you to connect the “+” terminals of one battery and the “-” terminals with another plate made of stainless steel or tinned copper (Fig. 1), and the terminals from which.
Conversion of Java electrical equipment 6V to 12V
Remaking the electrical equipment of Java Our magazine has repeatedly discussed the shortcomings of the power supply of the YAVA-634 motorcycle, produced before 1985. At low crankshaft speeds (up to 1800 per minute), the 6-volt generator does not produce energy, and all consumers at this time are powered by the battery. If the lights and headlights are on, the battery is quickly discharged, which, with repeated cycles, leads to its failure. The only measure to avoid this trouble is to maintain medium speed even on bad roads or stops at intersections. It is clear that this causes great inconvenience, especially for residents of rural areas. The currently produced YABE model “638” uses a 12-volt electrical system (its description and diagram are given in No. 6, 1987), where a more advanced and powerful generator begins to work already at 1000 rpm. It is clear that many owners of the old model want to switch to new electrical equipment, but encounter obstacles.
Installation of alternating current generator G421 on IZH-49 and IZH-350. Adapter flange drawing and modified electrical diagram
Instead of a constant variable, IZH-49 motorcycles, as you know, have long been out of production. But many still do not want to part with them, because these reliable, unpretentious machines are well adapted to difficult operating conditions. Serious difficulties, perhaps, are created only by the DC electrical equipment system, which includes several complex devices. requiring special care. I simplified this system by converting it to alternating current based on the model of the Voskhod motorcycle, that is, I used its electrical circuit, the G-421 generator and the B-300 coil. The only difficulty in the conversion is installing the generator. For it, you need to machine the adapter flange shown in the figure from any steel. which we fasten with M6-15 screws through holes with a diameter of 6.5 mm on the right half of the crankcase instead of the previous generator. We place the generator rotor on the right axle shaft of the crankshaft and screw it with an old bolt shortened by 15 mm. Then install the piston like this. so that it is 4 mm n.
A journey of half a century. IZH-7, IZH-D, IZH-9, IZH-350, IZH-49, IZH-56, IZH-Planet-4, IZH-Jupiter-4
IZH-7, IZH-D, IZH-9, IZH-350, IZH-49, IZH-56, IZH-Planet, IZH-Jupiter On the outskirts of Izhevsk there is a monument - motorcyclists on rearing cars. It symbolizes the successes of city workers in the production of motorcycles and in the development of motorsports. Half a century ago, in accordance with the decision of the People's Commissariat of Heavy Industry, motorcycle production was organized here in Izhevsk on the basis of the experimental workshops of Izhstalzavod. Even earlier, in 1928, in these workshops, a group of enthusiasts under the leadership of engineer P.V. Mozharov designed and built prototypes of machines. However, due to the lack of production capabilities, it was not possible to launch serial production of motorcycles. Izhevsk residents began producing them in 1933. Between the two models you see in the pictures, there is a journey of half a century. We started with the IZH-7 motorcycle, which differed only in details from the simple L-300 machine with a two-stroke engine, which had been mastered by Leningrad by that time. The Bavarians are now leading the following models: • HP4 model 2013, 1,000 cm?, 193 hp. s at 13,000 rpm. 112 nm at 9,700 rpm. And, best of all, 200 km/h. • K 1 300 S – 1 293 cm? , 175 l. s at 9,250 rpm, 140 nm at 8,250 rpm. • S RR 1,000. Engine capacity 999 cm³, power – 193 hp. s at 13,000 rpm. Italian sportbikes from Ducati also often reach the podium. Among them, it should be noted: • Ducati Superbike 1199 Panigale R. In the 1,200 cc class, a worthy competitor for any Japanese equipment in this segment. Serially produced since 2012. Power 195 l. s at 10,750 rpm, torque – 132 Nm at 9000 rpm. • Ducati Superbike 848 EVO Corse SE – 2011 model, 849 cc/140 hp. With.
About the Kovrov motorcycle modification “K-175B”
Production of the K-175B series began in 1962. Model “B” was equipped with a new carburetor of the “K-36” brand, thanks to which at low speeds it was possible to achieve good stable operation of a single-cylinder 9.5 horsepower engine capable of producing a maximum number of revolutions of 5.4 thousand.
This made it possible to increase the speed indicator. Now the maximum speed of the car reached 85 km/h, which could be developed from the start in a quarter of a minute, which is almost half that of the K-175A model.
On motorcycles of this series, a variable generator of the “G-401” type was installed, which provided more stable performance indicators. The total weight of the machine is 115 kg. The model was produced until 1964.
Series of machines "K-175V"
The first models of K-175V motorcycles began to be produced in 1963, which were distinguished by the presence of a cylinder made of cast iron with one exhaust pipe. This decision was made by the plant engineers, first of all, to simplify the design and change the gear ratio, but this was not achieved.
There were no special differences in this model. The same single-cylinder 9.5-horsepower two-stroke engine, which allowed a maximum speed of up to 80 km/h and a weight of 110 kg. However, later versions already had an aluminum cylinder with two pipes for exhaust gases, which made it possible to increase the maximum speed threshold to 85 km/h. Externally, the model remained unchanged.
Technical characteristics of "K-175SM"
The main difference of the K-175SM is its powerful 12.8-horsepower engine with a piston stroke of 58 mm and a working cylinder diameter of 61.7 mm, which ensured a maximum speed of up to 100 km/h. In addition, the engine was capable of developing high torque - 1.72 kg*m with a maximum power of 5.6 thousand rpm. The motorcycle's wheelbase is 1270 mm, and its overall dimensions are 1980×1070×760 mm with a total vehicle weight of 110 kg.
As for the gearbox, it is four-speed with an improved shift mechanism. In addition, the double-row motor chain made it possible to increase the transmission torque transmitted from the crankshaft to the “primary” of the box.
In conclusion, we add that after the release of the Kovrov motorcycle model of the K-175V series, in 1966 ZiD launched the production of the 1st model of the Voskhod motorcycle. Many machine components of previous versions have undergone major modifications, which ultimately made it possible to significantly improve the basic performance indicators. This was the beginning of the production of more comfortable and technically advanced products of the enterprise.
